jan.mevis(at)informavia.b
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 Posted: Fri Feb 15, 2013 12:25 am Post subject: The Phil Procedure or How I Reduced My Intake Oil Drai |
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Until recently I also lost quite some oil in static. I've replaced the oilpump with a freshly overhauled one from Hungary, and the difference is remarkable!
Jan
From: <cjpilot710(at)aol.com (cjpilot710(at)aol.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Friday 15 February 2013 04:00
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Subject: Re: The Phil Procedure or How I Reduced My Intake Oil Drainage
Time to put in my two cents worth. Years ago, when I installed the M14-P. in my CJ, I put in Bill Blackwell's oil tank shutoff system. After almost 2000 hours, it is still working fine and quite frankly, has kept gallons and gallons of oil off my hangar floor.
However, I've seen the viewing glass on several Russian acro guys airplanes, which they swore works the same way, keeping oil off the ground and reduce possible hydraulic locks. Couple of engine hours ago I installed one of Craig Payne's kits on my engine. It took a couple of hours to do but 90% of that was waiting for paint to dry. It was certainly a lot cheaper then, and easier than installing a Blackwell system. Why did I install it? I like neat simple ideas.
Why do I think it works? When the #1 cylinder piston is at top dead center, pistons #5 and #6 are at the very bottom end of their stroke. This puts the scraper ring (on the bottom of the piston) very close to the end of the cylinder bore. This in essence leaves a very, or a much smaller area on the bottom of #5 and #6 for oil to collect in and build up because of gravity. All fluids have "head pressure". The deeper or higher a column of fluid, the higher the head pressure. By the piston being at the bottom of its stroke, near the bottom of the cylinder bore, there is less area for the oil to "stand in" with resulting lower head pressure that could push past the scraper rings.
One of the things I used to do, (and actually still do out of habit), is what I call "rock the prop". Years ago, I was told that by moving the propeller back and forth 10 or 15° and then leaving it in the middle of the arc, I was in essence, causing the causing the pistons to align themselves more evenly with the cylinder bore and thus causing piston rings to sit better. Then with properly seated piston rings, they would act more like a seal against oil that eventually dripped down and tried to flow past the piston into the top of the cylinder. This could also be unloading the pressure in the oil pump.
One thing I've noticed about the M-14 particularly with the tail draggers (Yak 50, 52 TD, TW,). When pulling through, prior to starting, they would dump oil out the exhaust in greater volume than that I ever saw on a nose wheeled M-14p. Could that have something to do because the engine is tilted backwards? If so, what are the dynamics?
However, no matter what system or procedure one uses, you'd be a fool not to pull your engine through before starting. But for God sake, make sure the mags are off.
Jim "Pappy" Goolsby
PS did you get your significant other flowers today? No? God help you there too.
In a message dated 2/14/2013 6:20:10 P.M. Eastern Standard Time, mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil) writes:
[quote][img]res://C:\Program Files\Nuance\NaturallySpeaking10\Program\web_ie.dll/QMARK.GIF[/img][img]res://C:\Program Files\Nuance\NaturallySpeaking10\Program\web_ie.dll/ARROW.GIF[/img]--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>
I'm sure going to try it myself! Turning the oil pump backwards with an
impact on a check valve is something I can grasp.
Mark
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